Combination ignition and fuel-injecting system.



F. L. WILLIAMS. COMBINATIOMl IGNITION ANDIFUEL INJECTING SYSTEM.

APPLICATION FILED FEB. 25 ISIB- RENEWED FEB. l26, |918.

' Patented June 18, 191&

H v- ,A Fr@aLALWizLiam E l )Vp-www UMTED 4s'rA'rns PATENT OFFICE; 1

man L. winnaars, or'sAN ritaNcIs-cojcALIro'aNIL ODINATION IGNITION' ANDFUEL-INU ECTIN G SYSTEM.

Ipeciioation ofihetterl Patent. 138111511171311 Jllllle 18, 1918. y

Application nledlebrulry 28, 1916', Serial No. 80,887. Renewed .February26, 1918. Serial No. 219,342.

\ To all 'whom it may concern.'

Be itfknown that I, FRED L. WILLIAMS, a citizen of the United States,residing at the city and county of San Francisco and State ofCalifornia, have invented new and useful Improvements in CombinationIgnition and Thel invention consists of -the parts and the constructionand combination4 of parts as hereinafter more fullyl described andclaimed,.having reference to the accompanying drawings, in which F-igure1 is a central, vertical' section through the combination igniter andinjector. x Fig. 2 is a cross section on line 2 2 of Fig. l.

eferring to the drawings in detail, A

indicates .the head of an internaleombus-j tion engine; 2 the cylmderproper' and 3 the piston. Adapted to be screwed into the cylinder orhead, so as to communicate with the compression space formed between thecylinder head and the piston, is a casing 4,

provided with a centr longitudinal open ing 5 and a water jacket aroundthe 'upper end.v v

, Suitably secured in the centralchamber 5 is a porcelain tube 6,v whichwill hereinafter be termed the ignition tube. The

lower end of the ignition tube is vprovided with two sets of annularlyd1spo sed spra openings 7 and 8 which communicate annular channels '9and 10 formed in the lower end of casing 4. Thesel channels are in turnconnected, through a vertical passage`11, with a fuel .receiving chamber16 to which fuel is admitted through a pipe 13 connected with a lpum ,50

or other suitable means (not here shown e Mounted in the lower end ofthe casin 4 is a pair of needle valves 14 and 15. e valve, 14 isadaptedy to close communication between 'the vertical passage 141 andthe annular channel 9; and the valve lis' adapted to enter the passage11 to-regulate the. voI

` scribed.

ume of fuel passing therethr ugh into the lower channel 10, as will henafter be des The'upper end of the central-passage 5 1s enlarged on oneside to provide a space 16 between the lgnition tube 6 and thev casing,

and the lower end of this enlarged. space 1s extended to formcommunication, as -at 17,.

with vthe outer end of the firing 12. The upper -end of the ignitlontube is provided with an annular channel 18, in which is mounted aheating coil 19. This coil isv connected with a source of electric Acurrent supply (not'here shown) through means of an insulated plug 20which ex.

tends through the top of the casing, as shown. One terminal'of the coilconnects with the centrally insulated terminal 21 of` the plug and theopposite terminal ofv the coil connects with the metal portion of theplug. A lowv tension current passing 'through the plu and the coilcauses the ignition tube to ecome sufliciently heated to ignite any fuelin'ected therein, and this heat may be regulat d to prevent pre-igni- IY tion'- 'by regulating the volumel of water` passing .through thecoolin jacket, or by 'l vother means hereinafterv to ie described.vv z-Extendingthrpugh one side of the casing -4 and communicating with theinterior upper end of the. ignition tube is a spra 'nozzle 23, `Thislnozzle is provided `wit two connections 24 and 25; the connection 24being) connectedgwith an oil pump or other suita le source of'fuel underpressure (not here shown), and the connection 25` with a water Vpump orother lsuitable source of. I,

water `under pressure (not h ere shown). The operation will' be asfollows: When vthe piston 3 returns, on thel .compression stroke', asmall volume of hydrocarbon fuel will -be injected through connection 24and nozzle23 into" the upper end of the .ignition tube; the firingchamber"12 having previously,v been charged .with a l'heavier grade offuel during the ekhaust stroke of the pis- .ton or .during the beginningo f'the compression 2 stroke before any appreclable compression has"been created-withln the cylinder.-

jected through the 'nozz sion, causesi combustion to take place in the"upper end of the tube. The expansion, scaused' by the admitted andignited charge, is transmitted 'through the upper end of the The smallamount of lighter grade fuelinf e 23, when the pi'sf ton reaches thehighestpoint of compresignition tube and 'the enlarged passage 16, f

with connected lower passage 17, tothe outer end of the firing chamber12 and causes suicient pressure at this point to force the fuel chargeout of the chamber '16 and down into the vertical passage 11,

' either set of spray openings to be used or mitted fuel charge or g Thesmall charge of fuel lrst admitted pre=ignite,

further be assisted by regulating the volume 'compression stroke and thethe volume of fuel passing therethrough to be regulated to a nicety.

The combination igniter and injector constructed as here shown isparticularly adapted for use in connection with internal combustionengines of the Diesel t pe.

This arrangement also permits a e or coarse spray to be produced andwill, in this manner, permit a slow burning of the. ad-

fast burning of same.

through the nozzle 23 not only creates the pressure required for thecomplete expulsion of the main fuel charge from chamber 12 but alsocauses this to be ignited as it enters the main compression chamber ofthe cylinder. The timing of ignition and spraying of the main fuelcharge is controlled entirely by the fuel pump which connects with thespray nozzle 23, and, as this forms no particular part of the presentinvention, it is not here illustrated. Any suitable means may beprovided for advancing or retarding the stroke of this pump.

The water connection 25 applied to the nozzle 23 is provided for thepurpose of admitting a small amount of water for the purpose of partlycooling the ignition tube should this have a tendency to overheat andand the cooling of the tube may of water passing through the coolingjacket.

The method and apparatus for igniting and injecting the fuel here shownobviates the necessity of pumping the main fuel charge through the spraynozzle against the high compression of the main `combustion chamber,as'the oil or fuel supplied to cham-4 ber 16 may be pumped in during theexhaust, suction stroke or the first portion of the I fuel may bedischarged from the charging chamber 16 at any time desired by adjusting.the stroke 'of the fuel ump connected with the nozzle 23. It also oviates the high pressure air compressors necessarily used with mosttypes of Diesel engine now employed and will also to a more or lessextent do away with the high compression needed in Diesel engines, astheignition is in this instance caused by theheat of the ignition tube.

Not only can heavy-oils and light oils be sprayed in this manner'but thedevice as a whole can be used to advanta c on gas and producer gasengines. The evice may be used as an ignition system alone, or it may beused for the purpose of enrichin the gas mixture already admitted to thecylinder through the-inlet valve of the engine; the enriching takingplace by permitting a small amount of fuel to be admitted throughchamber 16 and its connected spraying passages or through'the upperspray nozzle 23. The pressure or other gas employed is in this mannerenriched to any point desired and the power and speed of the engineconsequently increased. The device may also be used in case ofa richmixture in the combustion engine to spray into the chamber a certainamount of water so as to prevent ignition of the gas mixture by a hotpiston or by too high compression. This water would preferably be pumpedinto the pipe that is used as the main fuel pipe indicated. at 13 andwould be injected through the spray openings 7 and 8 by an explosion ofthe character described caused in the upper end of the ignition tube. f

The materials and finish of the several parts of the device may be suchas the experience and judgment of the manufacturer may dictate.

I wish it understood that various changes in form, proportions anddetails of construction may be resorted to within the scope of theappended claims and that I do not wish to limitl myself to the specificdesign and construction here shown. v A

Having thus described my invention, what I claim'and desire tosecure byLetters Patent is l 1. The method of injecting and ignitingl fuel inengines of the Diesel type which comprehends the injection in diEerentchambersof two fuel charges, igniting one of said charges, and utilizingthe pressure and heat thus obtained to drive the other charge into themain combustion chamber. and siinultaneously ignitig said charge.

2. A lmethod of injecting and igniting fuel in internal combustionengines, which `consists. in injecting into a reception chamvber acharge of fuel during a time interval 3. A. method of injecting andignitiiig fuel in internal combustion engines, which consists ininjecting into a temporary reception chamber provided with sprayopenings a charge of fuel during a time interval 1 means for injectinga's'xnall char of an internal combustion en rary fuel receivingchambercommunicating means for 1n] in the movement of the iston when the'pressure in the cylinder is ow, and then in Jectmg mto a primarycombustion chamber which communicates with the temporary fuel receptionchamber and the main compression chamber of the cylinder a small.-charge of fuel to generate suilicient pressure to drive the main fuelcharge out of the temporary receiving chamber into the main vcompression chamber and to simultaneously ignite the said char 4. Acombmation fuel injecor andv igniter, comprising a casing havingacentral chamber formed therein which is adapted to communicate withthe-compression chamber of an internal combustion engine, a tempo'- raryfuel receivingr chamber formed in thecasmg, a hot tube in the4 centralchamber, means -for injecting a. small charge of intothe hot tube andmeans for utilizing'the pressure caused by the burning-of the smallcharge to inject amain fuel charg'eypreviously injected into thetemporary fuel receiving chamber. 5.- Thecombination with an internalcombustion engine, of a casing having a fuel re' ceiving chamber 'formedtherein vadap'tedto be charged during a'timeinterv'al injth movement ofthe piston when the is low, vand means for injecting and a second smallchai-'ge of^ fuel to producev suiiicient pressure to inject-the mainfuelA charge intoth'e engine cylinder and-simu1= taneosly ignite thesame.

.7. A combination fuel' injectorl and ig v niter, compr1sing' acasing-'having a'- central --chamber formed therein which is adaptedtocommunicate with the compression chamber e, a' tempo. ormed" in thecasing, a multiple seti of spray openings w'th :said fuel chamber,ectingamain fuel charge into i y said chamber, means vfor regulating theflow of fuel throughthe multiple spray openings, means for in] eating ah the hottube, and means for conveyin h t el pressure generated bytheburningo? Smau charge to the temporary 'faelfreiving f maglia? ber ofvan internal-combustionengine, itemf poraryyfuel receiving chamber'vformed in. the .casing,f a multiple set of s ray openings .j j ''comm-11 nicatingJ with l ifQIji'ljefziiilig-a main fuelchargeinto' said.chamber,zmeans for Iregulating the flow 1 v gli the multiple Sprayopenings,v

Vof fu'eltlirou allv fuelcharge;A into f engine cylind 1n .-rcyinder, ivand mean indep suction effect: cause charger' f throughgthe multiple jpraythpenings the compression chamber o to SimuItaneOuSIyignite-,s'aid8. A combination fuell niter, comp charge.

a casing having therein which4 1s adaptedv to communicate' withthefcompress'ion 'charl'l- 'injector and" ascentral 12j '70.5

said internalgcombustionlenglnes comprising ihviilggagehamber" adaptedtocommunicatefwithgsthe compression .end of an 'cans `ffo`r introduc'in a,fuel chargel intoapaitfof said cham er ur- :a oflowpressure in thengine endentyof any lby the engin for forcing -ati leasta large portionof. said chargeIo" f 'el chamber',

heating `jcoil connectedwith afsourcev dim the-upper.

e piston 4 100y chamber'and igniting'said' andy ige..

1.8.0 o'f the?'smallgjv elv receiving/- main fuel charge out" Openingsinto" prisingia casing, 'having' a' tubular chamber adapted tocommunicate Yat; vone end vvithj'.

thecompre'ssion end of anengine cylinder, lf

small fuelcharge into-r a, ft'emp'orary 'fuel receiving ch said tubular.chamber and also'v with an. in-

amber having free'communicationv'vith4 the otherend of 1101'termediatepcrtion thereof,nieansjforintro ducing', 'alfm otherend oforce said 'mainfuelchargeinto the inter medate'- portion. of thetubular them into the en e (ylinden- In testimony- W ereo I have my handin the` witnesses.

chamber and;

hereunto set the tubular chamber tothefreby11:15:"l

